CN214831926U - Combined bridge deck structure of bridge and bridge structure - Google Patents
Combined bridge deck structure of bridge and bridge structure Download PDFInfo
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- CN214831926U CN214831926U CN202120524880.8U CN202120524880U CN214831926U CN 214831926 U CN214831926 U CN 214831926U CN 202120524880 U CN202120524880 U CN 202120524880U CN 214831926 U CN214831926 U CN 214831926U
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Abstract
The utility model discloses a combination bridge floor structure, bridge structures of bridge, bridge floor structure include the roof and fix the vertical rib at the roof lower surface, still include the horizontal rib of concatenation in the cross slab top of bridge girder structure, vertical rib and horizontal rib rigid coupling to be connected to the cross slab through horizontal rib, not be equipped with the opening that is used for the vertical rib of holding on the horizontal rib. The utility model connects the longitudinal rib and the transverse partition plate through the transverse rib, avoids the operation that the transverse partition plate needs to be opened in the prior art, reduces the stress generated by the opening, adopts the section steel to replace a welding steel plate to be used as the longitudinal rib and the transverse rib of the bridge deck, reduces the welding seam, and improves the anti-fatigue capability of the bridge deck structure by placing the section steel in a high stress area and placing the welding seam in a low stress area; the utility model discloses a bridge structures has good economic nature, security and longer life, and the cost is lower, can show reduction construction cost.
Description
Technical Field
The utility model relates to a bridge engineering field, concretely relates to combination bridge deck structure and bridge structures and construction method of bridge.
Background
The orthotropic steel bridge has the advantages of light dead weight, high construction speed, no limitation of a main beam form and the like, and is widely applied to steel bridges (especially large-span steel bridges). The traditional orthotropic steel bridge deck consists of a steel top plate, longitudinal stiffening ribs and transverse clapboards, wherein the longitudinal ribs and the transverse clapboards in the steel bridge deck are welded in a cross mode and are all welded with a steel panel. The conventional orthotropic steel bridge deck is complex in structure and numerous in welding seams. Welding introduces initial defects and creates residual stresses in the steel sheet. Meanwhile, the welded steel plate is easy to generate stress concentration due to local hole opening required by the structure. When the welding steel structure bears the repeated action of the heavy-duty vehicle, fatigue cracks are easy to grow on the steel plate at the welding seam, and gradually evolve into macroscopic cracks along with crack propagation, even fracture is caused.
Fatigue cracking of a steel bridge deck is a well-known worldwide problem in the field of steel bridges, and is always a major technical bottleneck for the development of the steel bridges, and the heavy-load traffic volume in China is far higher than that in developed countries, so that the diseases of the steel bridges are particularly serious. For a long time, the operation and maintenance burden of the steel bridge is too heavy, which not only brings great loss to national economy, but also causes negative influence which is difficult to eliminate to society.
SUMMERY OF THE UTILITY MODEL
The utility model provides a combination bridge floor structure and bridge structures and construction method of bridge for solve the steel sheet welding seam that present orthotropic steel bridge floor exists too much, easily produce fatigue crack's technical problem.
In order to solve the technical problem, the utility model discloses a following technical scheme:
the utility model provides a combination bridge floor structure of bridge, includes the roof and fixes the longitudinal rib at the roof lower surface, still includes the horizontal rib of concatenation in the cross slab top of bridge girder structure, longitudinal rib and horizontal rib rigid coupling to be connected to the cross slab through horizontal rib, be not equipped with the opening that is used for holding longitudinal rib on the horizontal rib.
The design idea of the technical scheme is that in the prior art, the longitudinal ribs of the conventional orthotropic steel bridge deck need to penetrate through the diaphragm and be welded, so that the diaphragm needs to be provided with openings for accommodating and welding the longitudinal ribs during construction, but the fatigue stress of the welding seams at the intersection of the longitudinal ribs and the diaphragm and the openings of the diaphragm is large, so that the fatigue phenomenon of steel in the bridge deck structure is caused; the utility model discloses then directly be connected with longitudinal rib through setting up a concatenation transverse rib in the cross slab top, and fix longitudinal rib and cross slab through the connected mode that does not need the opening on transverse rib, avoided the too big problem of stress that the opening caused, alleviateed bridge floor structure's steel fatigue phenomenon, promoted bridge floor structure's life and security performance.
As a further improvement of the above technical solution:
the longitudinal ribs and the transverse ribs are commercially available section steels. The preferred scheme selects the common section steel sold in the market as the longitudinal rib and the transverse rib and has the following two technical effects: firstly, the existing longitudinal ribs are generally manufactured by splicing and cutting steel plates on site, so that welding seams and processing positions are more, stress is concentrated, profile steel does not need to be welded, the number of the welding seams is reduced, the fatigue resistance of profile steel base metal is greatly higher than that of the welding seams, the profile steel is arranged in a high-stress area of a bridge deck plate, and fatigue cracking risk sources caused by welding and processing can be obviously reduced. Secondly, shaped steel is engineering common material, when producing vertical rib and horizontal rib, only need according to girder construction requirement intercepting different length shaped steel, self does not need extra rolling bending, trompil and welding, has reduced manufacturing procedure, has reduced construction cost, and the manufacturing convenience strengthens greatly, and shaped steel source is extensive, low cost simultaneously still can show reduction material cost.
The longitudinal rib comprises a longitudinal web and a longitudinal flange plate positioned at one end of the longitudinal web; the transverse rib comprises a transverse web and a transverse flange plate positioned at one end of the transverse web; the longitudinal ribs and the transverse ribs are fixedly connected through the surfaces of the longitudinal flange plates and the transverse flange plates which are contacted. The preferred scheme limits the specific structures of the longitudinal ribs and the transverse ribs, adopts section steel at least comprising one flange plate as the materials of the longitudinal ribs and the transverse ribs, and fixedly connects the longitudinal ribs and the transverse ribs through the connection between the two flange plates, so that the fixed connection position or the fixed connection area can be increased, and the fixed connection is more stable.
The longitudinal ribs are located above the transverse ribs. The stress diffusion of the bridge deck vehicle load is carried out through the upper ultrahigh-performance concrete and the longitudinal ribs, the longitudinal ribs and the transverse ribs are connected and are in contact pressure bearing through flange plates with large areas, the connecting structures between the flange plates are located in low-stress areas of the edges of the flange plates, and the stress of the connecting positions can be remarkably reduced through the connecting mode.
The longitudinal rib and the transverse rib are one of H-shaped steel, angle steel, I-shaped steel and T-shaped steel. The three types of section steel are common and easy to obtain, the related requirements of the technical scheme on the flange plate are met, and the section steel can be used for remarkably reducing the material cost, the construction difficulty and the construction cost.
The central axis of the transverse web plate is parallel and level with the central axis of the transverse partition plate web plate in the bridge girder structure.
The width of the longitudinal flange plate and the width of the transverse flange plate are both more than or equal to 100 mm. The limitation of the width of the flange plate can ensure the contact force bearing area of the longitudinal ribs and the transverse ribs and ensure the welding connection strength of the welding seams between the longitudinal ribs and the transverse ribs (the welding length of the welding seams is equal to the width of the flange plate).
The thickness of the longitudinal web is greater than or equal to 6mm, and the thickness of the transverse web is greater than or equal to 8 mm. Web thickness comes the value according to the experience thickness among the current bridge engineering, and utility model people can guarantee that bridge construction satisfies the atress requirement according to the minimum thickness that many times research and trial and error confirm.
The height of the longitudinal ribs is less than or equal to 800mm, and the height of the transverse ribs is less than or equal to 400 mm.
The longitudinal ribs are arranged on the lower surface of the top plate at intervals, and the distance between every two adjacent longitudinal ribs is 300-800 mm.
The top plate is a composite plate which comprises a steel panel and an ultrahigh-performance concrete plate poured on the surface of the steel panel; the steel panel is provided with a stud, the diameter of the stud is 10-30 mm, and the height of the stud is 25-65 mm. The diameter and height of the studs are specified to meet the requirements of the connection of the steel roof plate and the ultra high performance concrete poured thereon, and to meet the construction requirements. The value range is that the utility model people prescribes a limit to rationally take the value interval according to current research result.
A single-layer criss-cross reinforcing steel bar net is arranged in the ultra-high performance concrete slab, and the transverse steel bars are positioned above the longitudinal steel bars. The diameter of horizontal reinforcing bar and vertical reinforcing bar is 8 ~ 20mm, and the interval between adjacent vertical reinforcing bar and the adjacent horizontal reinforcing bar is 15 ~ 300 mm.
The ultra-high performance concrete slab is formed by pouring ultra-high performance concrete, wherein the ultra-high performance concrete is concrete which contains steel fibers in components, has the compression strength not lower than 100MPa and the axial tensile strength not lower than 7 MPa.
The steel panel is a flat plate, and the thickness of the steel panel is 6-20 mm; the ultrahigh-performance concrete slab is an equal-thickness slab, and the thickness of the ultrahigh-performance concrete slab is 30-100 mm.
The longitudinal ribs are connected with the steel panel of the top plate in a welding mode; the longitudinal flange plates of the longitudinal ribs are connected with the transverse flange plates of the transverse ribs in a welding or bolting mode; the transverse ribs and the transverse partition plates are connected in a welding mode.
Based on same technical concept, the utility model also provides a bridge structures of combination bridge floor structure among the above-mentioned technical scheme, include combination bridge floor structure and girder structure, girder structure is steel box girder, steel truss girder and steel sheet roof beam. The main beam structure comprises a diaphragm plate, the combined bridge deck structure is fixed above the main beam, and the transverse ribs are spliced above the diaphragm plate of the main beam structure.
As a further improvement of the above technical solution:
the transverse partition plates are arranged in the main beam structure at intervals, and the distance between every two adjacent transverse partition plates is 2.5-8 m. For satisfying the holistic atress of bridge, this distance is that utility model people is confirmed according to general bridge engineering experience value range.
Based on the same technical concept, the utility model also provides an above-mentioned technical scheme's bridge construction method, including following step:
s1, in a factory prefabrication workshop, placing the steel panel on the bottom layer, and welding longitudinal ribs on the steel panel; meanwhile, the prefabrication of the steel beam segments containing the diaphragm plates below the bridge deck is completed;
s2, consolidating transverse ribs on the longitudinal ribs to form a bridge deck orthogonal combination unit;
s3, after the bridge deck orthogonal combination unit is turned over, the transverse ribs of the bridge deck unit and the transverse partition plates of the steel beam segments are correspondingly welded to form the integral bridge steel beam segments;
s4, after the steel girder segments are transported to a bridge construction site and spliced section by section to form a full-length girder, studs are welded on the steel panels, reinforcing steel bar meshes are arranged, ultra-high performance concrete is poured on site, and finally a complete bridge structure is formed.
Above-mentioned technical scheme's design lies in, through the utility model discloses a bridge floor structure's unique design has reduced the on-the-spot processing technology step to vertical rib and cross slab among the prior art, reducible bridge deck welding operation, and raw and other materials are common easy, and the cost is lower, can show reduction construction cost.
Compared with the prior art, the utility model has the advantages of:
(1) the utility model connects the longitudinal ribs and the transverse partition plate through the transverse ribs, avoids the operation that the transverse partition plate needs to be opened in the prior art, reduces the stress generated by the opening, adopts the section steel which is integrally formed by hot rolling to replace a welding steel plate to be used as the longitudinal ribs and the transverse ribs of the bridge deck, reduces welding seams, and improves the anti-fatigue capability of the bridge deck structure by arranging the section steel in a high stress area and arranging the welding seams in a low stress area;
(2) the utility model discloses a bridge structures has good economic nature, security and longer life, and the construction mode is simpler and more convenient than prior art, easily operation, and raw and other materials are common easy, and the cost is lower, can show reduction construction cost.
Drawings
FIG. 1 is a schematic three-dimensional structure of a composite deck structure of a bridge according to example 1;
FIG. 2 is a schematic view of a steel panel with studs welded thereto according to example 1;
FIG. 3 is a schematic view showing the connection between longitudinal ribs and transverse ribs in accordance with example 1;
FIG. 4 is a schematic cross-sectional view of a deck structure of example 1 taken along the transverse bridge direction (i.e., the cross-sectional view A-A in FIG. 5);
FIG. 5 is a schematic cross-sectional view of a deck structure of example 1 taken along the longitudinal bridge direction (i.e. the cross-sectional view B-B in FIG. 4);
fig. 6 is a schematic cross-sectional view of the bridge construction of example 1 in the transverse bridge direction.
Illustration of the drawings:
1. a top plate; 2. a longitudinal rib; 3. a transverse rib; 4. a diaphragm plate; 11. an ultra-high performance concrete panel; 12. a steel panel; 13. a stud; 14. longitudinal reinforcing steel bars; 15. transverse reinforcing steel bars; 21. a longitudinal web; 22. a longitudinal flange plate; 23. a first type of weld; 24. a second type of weld; 31. a transverse flange plate; 32. a transverse web; 33. a third type of weld; 5. a main beam structure; 6. a combined bridge deck structure.
Detailed Description
The present invention will be described in further detail with reference to the following drawings and specific embodiments.
Example 1:
as shown in fig. 1-5, the combined bridge deck structure of the bridge of the present embodiment includes a top plate 1, longitudinal ribs 2 fixed on a lower surface of the top plate 1, and transverse ribs 3 spliced above a diaphragm plate 4 of a main beam structure 5 of the bridge, wherein the longitudinal ribs 2 are fixedly connected with the transverse ribs 3 and connected to the diaphragm plate 4 through the transverse ribs 3, and openings for accommodating and welding the longitudinal ribs 2 are not provided on the transverse ribs 3 and the diaphragm plate 4.
In this embodiment, the longitudinal ribs 2 and the transverse ribs 3 are commercially available steel shapes.
In the present embodiment, the longitudinal ribs 2 are located above the transverse ribs 3.
In the present embodiment, the longitudinal rib 2 includes a longitudinal web 21 and a longitudinal flange plate 22 at one end of the longitudinal web 21; the transverse rib 3 comprises a transverse web 32 and a transverse flange plate 31 at one end of the transverse web 32; the longitudinal ribs 2 and the transverse ribs 3 are fixedly connected through the contact surfaces of the longitudinal flange plates 22 and the transverse flange plates 31.
In this embodiment, the longitudinal ribs 2 are inverted T-shaped steel, and the transverse ribs 3 are T-shaped steel.
In this embodiment, the longitudinal arrangement positions and the intervals of the transverse ribs 3 and the transverse partition plates 4 in the bridge girder structure 5 are consistent, and the central axis of the transverse web 32 is aligned with the central axis of the transverse partition plates 4 in the bridge girder structure 5.
In the embodiment, all the size parameters are determined according to the conditions of the bridge construction site.
In this embodiment, the widths of the longitudinal flange plates 22 and the transverse flange plates 31 are both greater than or equal to 100 mm.
In the present embodiment, the thickness of the longitudinal web 21 is 6mm or more, and the thickness of the transverse web 32 is 8mm or more.
In this embodiment, the height of the longitudinal rib 2 is not more than 800mm, and the height of the transverse rib 3 is not more than 400 mm.
In the embodiment, the longitudinal ribs 2 are arranged on the lower surface of the top plate 1 at intervals, and the distance between the adjacent longitudinal ribs 2 is 300-800 mm.
In this embodiment, the top plate 1 is a composite slab, which includes a steel panel 12 and an ultra-high performance concrete slab 11 poured on the surface of the steel panel 12; the steel panel 12 is a flat plate with a thickness of 6-20 mm, a single-layer criss-cross reinforcing steel bar net is arranged in the ultra-high performance concrete slab 11, and the transverse steel bars 15 are positioned above the longitudinal steel bars 14. The diameters of the transverse reinforcing steel bars 15 and the longitudinal reinforcing steel bars 14 are 8-20 mm, the distance between the adjacent longitudinal reinforcing steel bars 14 and the adjacent transverse reinforcing steel bars 15 is 30-300 mm, the ultra-high performance concrete slab 11 is formed by pouring ultra-high performance concrete, and the ultra-high performance concrete refers to concrete with steel fiber in the components, the compressive strength of the concrete is not lower than 100MPa, and the axial tensile strength of the concrete is not lower than 7 MPa. The ultrahigh-performance concrete slab 11 is an equal-thickness slab, and the thickness is 30-100 mm; the steel panel 12 is provided with a stud 13, and the diameter of the stud 13 is 10-30 mm, and the height of the stud 13 is 25-65 mm.
In this embodiment, the longitudinal ribs 2 are connected to the steel face plate 12 by a first type of weld 23.
In this embodiment, the longitudinal flange plates 22 and the transverse flange plates 31 are connected by the second type of weld 24.
In this embodiment, the bottom of the transverse rib 3 and the top of the diaphragm plate 4 are connected by a third type of weld 33.
Analyzing the structure, the first type of welding seam 23 is the welding seam of the steel panel 12 and the longitudinal rib 2, and the fatigue details are divided into fatigue details a at the steel panel 12 and fatigue details b at the longitudinal rib 2; the second type of welding seam 24 is the welding seam of the longitudinal flange plate 22 and the transverse flange plate 31, and the fatigue details are divided into fatigue details c at the longitudinal rib 2 and fatigue details d at the transverse rib 3; the fatigue details of the longitudinal rib 2 steel itself are divided into fatigue details e of the longitudinal web 21 and fatigue details f at the longitudinal flange plates 22; the fatigue details of the transverse rib 3 steel are divided into fatigue details g of the transverse flange plate 31 and fatigue details h of the transverse web plate 32, the fatigue detail stress is compared and analyzed with the fatigue grade and the normal amplitude fatigue limit specified in road steel structure design bridge specification JTG D64-2015, and the results are shown in Table 1:
TABLE 1 analysis results of fatigue stress at each position of the present example
In table 1, the fatigue detail stress is a finite element model constructed and established according to the embodiment, and the fatigue load is loaded in the model to obtain the fatigue stress under the worst working condition, the fatigue load adopts a single vehicle model specified in road steel structure design bridge specification JTG D64-2015, the total weight is 480kN, and the single axle weight is 120 kN.
Therefore, the utility model discloses a its fatigue detail stress everywhere of bridge floor structure all is in below the fatigue limit of normal width, has solved the fatigue crack of the too big production of fatigue stress of material effectively. And if the transverse ribs 3 and the longitudinal ribs 2 are made of welding steel, the fatigue stress of welding seams is larger than the normal amplitude fatigue limit and cannot meet the specification requirement, so that the longitudinal ribs 2 and the transverse ribs 3 are made of integrally rolled section steel instead of welding steel.
As shown in fig. 6, the bridge structure of the present embodiment includes a combined deck structure 6 and a main beam structure 5, and the main beam structure 5 is a steel box beam. The main beam structure comprises a diaphragm plate 4, the combined bridge deck structure 6 is fixed above the main beam structure 5, and the transverse ribs 3 are spliced above the diaphragm plate 4 of the main beam structure 5.
In the embodiment, the transverse partition plates 4 are arranged in the main beam structure 5 at intervals, and the distance between every two adjacent transverse partition plates 4 is 2.5-8 m.
The construction method of the bridge structure of the embodiment comprises the following steps:
s1, in a factory prefabrication workshop, placing the steel panel 12 on the bottom layer, and welding the longitudinal ribs 2 on the steel panel 12; prefabricating steel beam sections containing diaphragm plates 4 below the bridge floor in a factory;
s2, consolidating the transverse ribs 3 on the longitudinal ribs 2 to form a bridge deck orthogonal combination unit;
s3, after the bridge deck orthogonal combination unit is turned over, correspondingly welding the transverse ribs 3 of the bridge deck unit and the transverse partition plates 4 of the steel beam sections to form the integral bridge steel girder sections;
s4, after the steel girder segments are transported to a bridge construction site and spliced section by section to form a full-length girder, the studs 13 are welded on the steel panel 12, the reinforcing steel bar mesh is arranged, and the ultra-high performance concrete is cast on site to finally form a complete bridge structure.
The above description is only the preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments. For those skilled in the art, the modifications and changes obtained without departing from the technical idea of the present invention shall be considered as the protection scope of the present invention.
Claims (9)
1. A combined bridge deck structure of a bridge comprises a top plate (1) and longitudinal ribs (2) fixed on the lower surface of the top plate (1), and is characterized by further comprising transverse ribs (3) spliced above transverse clapboards (4) of a bridge girder structure (5); the longitudinal ribs (2) are fixedly connected with the transverse ribs (3) and are connected to the transverse partition plate (4) through the transverse ribs (3); the transverse ribs (3) are not provided with openings for accommodating the longitudinal ribs (2).
2. -composite deck structure according to claim 1, characterized in that said longitudinal ribs (2) and transverse ribs (3) are commercially available section steels.
3. -a composite deck structure according to claim 2, characterized in that said longitudinal ribs (2) comprise a longitudinal web (21) and a longitudinal flange plate (22) at one end of the longitudinal web (21); the transverse rib (3) comprises a transverse web (32) and a transverse flange plate (31) at one end of the transverse web (32); the longitudinal ribs (2) and the transverse ribs (3) are fixedly connected through the surfaces of the longitudinal flange plates (22) and the transverse flange plates (31) which are contacted.
4. -a composite deck structure according to claim 3, characterized in that said longitudinal ribs (2) and transverse ribs (3) are one of H-section, angle, i-section and T-section.
5. -a composite deck structure according to claim 3, wherein the width of each of said longitudinal flange plates (22) and transverse flange plates (31) is equal to or greater than 100 mm.
6. -a composite deck structure according to claim 3, characterized in that said longitudinal webs (21) have a thickness equal to or greater than 6mm and said transverse webs (32) have a thickness equal to or greater than 8 mm.
7. -composite deck structure according to any one of claims 1 to 6, characterized in that said top slab (1) is a composite slab comprising a steel face slab (12) and an ultra high performance concrete slab (11) cast on the surface of the steel face slab (12); be provided with peg (13) on steel panel (12), the diameter of peg (13) is 10 ~ 30mm, and the height is 25 ~ 65 mm.
8. A bridge construction comprising a composite deck structure according to any one of claims 1 to 7, comprising a composite deck structure (6) and a main girder structure (5), said main girder structure (5) being a steel box girder, a steel truss girder or a steel plate girder; the main beam structure (5) comprises a diaphragm plate (4), the combined bridge deck structure (6) is fixed above the main beam structure (5), and the transverse ribs (3) are spliced above the diaphragm plate (4) of the main beam structure (5).
9. The bridge structure according to claim 8, wherein the diaphragms (4) are arranged at intervals in the main beam structure (5), and the distance between adjacent diaphragms (4) is 2.5-8.0 m.
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| CN202120524880.8U CN214831926U (en) | 2021-03-12 | 2021-03-12 | Combined bridge deck structure of bridge and bridge structure |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2022188666A1 (en) * | 2021-03-12 | 2022-09-15 | 湖南大学 | Combined bridge deck structure for bridge, and bridge structure and construction method therefor |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2022188666A1 (en) * | 2021-03-12 | 2022-09-15 | 湖南大学 | Combined bridge deck structure for bridge, and bridge structure and construction method therefor |
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